EP0678163B1 - Procede de reglage adaptatif du cliquetis d'un moteur a combustion interne - Google Patents

Procede de reglage adaptatif du cliquetis d'un moteur a combustion interne Download PDF

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Publication number
EP0678163B1
EP0678163B1 EP94900751A EP94900751A EP0678163B1 EP 0678163 B1 EP0678163 B1 EP 0678163B1 EP 94900751 A EP94900751 A EP 94900751A EP 94900751 A EP94900751 A EP 94900751A EP 0678163 B1 EP0678163 B1 EP 0678163B1
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Prior art keywords
ignition
angle
range
stored
internal combustion
Prior art date
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German (de)
English (en)
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EP0678163A1 (fr
Inventor
Robert Entenmann
Stefan Unland
Oskar Torno
Werner Haeming
Ulrich Rothhaar
Iwan Surjadi
Wolfgang Hilbert
Robert Sloboda
Michael Baeuerle
Klaus Schenk
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/152—Digital data processing dependent on pinking
    • F02P5/1521—Digital data processing dependent on pinking with particular means during a transient phase, e.g. starting, acceleration, deceleration, gear change
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/152—Digital data processing dependent on pinking
    • F02P5/1523—Digital data processing dependent on pinking with particular laws of return to advance, e.g. step by step, differing from the laws of retard
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention is based on an adaptive knock control.
  • a knock control is already known from DE-OS 40 08 170, in which the ignition angle is set on the basis of a map and, in the event of knocking, to avoid this knock, the ignition angle is retarded. Subsequently, this ignition angle is brought back to the map ignition angle by a gradual feedback in the direction of early.
  • the operating range of an internal combustion engine is divided into different areas, so that the current ignition angle is stored when a region is left and this stored ignition angle is output as a starting value in this area when the internal combustion engine is operated again. When the range changes, the previously stored ignition angle can differ from the optimal ignition angle, so that in the prior art the ignition angle is returned at an increased speed.
  • this method has the disadvantage, in particular when there is a large difference between the stored ignition angle and the optimal ignition angle, which ensures operation near the knock limit, that due to the ignition angle to the optimal ignition angle, which operation near the knock limit ensures the disadvantage that noticeable torque jumps occur due to the ignition angle jumps on the engine.
  • a knock control for internal combustion engines with a short-term control is known, when knocking events occur, the value for a current ignition timing is reduced in the late direction based on a map specification. If there are no knock events, the current ignition timing is brought back to the map specification in the early direction. Furthermore, a long-term adaptation of the map specification is provided, the map specification being withdrawn or modified by an adjustment value away from the knock limit when knocking events occur. This corrects the map ignition angle, so that the short-term control then accesses a new ignition timing, that is, a changed map. The stored map is thus constantly changed and adapted.
  • WO 92/16740 also relates to a knock control for internal combustion engines which is composed of a short-term control and a long-term adjustment.
  • the short-term control corresponds to the late adjustment of the ignition timing output by the characteristic diagram in the late direction when knocking occurs and in the early direction when knocking is absent.
  • a long-term adaptation is thus superimposed on the short time regulation, the map specification being modified so that the short-term regulation is based on a new ignition timing specification on a different map.
  • the adaptation value by which the key figure specification is changed is determined here by averaging the control strokes over an observation period, which should be, for example, 200 ignitions.
  • the method according to the invention with the characterizing features of the main claim has the advantage that the ignition angle jumps described above are reduced and so no noticeable torque jumps occur on the engine. Another advantage is that by avoiding unfavorable ignition angles, the exhaust behavior of the engine is improved.
  • This ignition angle change limitation does not work when knocking occurs, so that knocking in any case is sufficient ignition angle adjustment for knock-free operation. It should also be mentioned that the adaptation of the ignition angle, if the stored ignition angle deviates from the current ignition angle by less than a predeterminable difference, the step width and step height of the ignition angle feedback can be switched over to another parameter set with slower control, so that a slower change in torque and thus a quiet operation of the internal combustion engine is possible.
  • FIG. 1 shows a schematic block diagram for adaptive knock control
  • FIG. 2 shows an adaptation map
  • FIG. 3 shows the change in the ignition angle on the basis of the method according to the invention.
  • Figure 1 shows a block diagram for performing the method of an adaptive knock control.
  • the internal combustion engine not shown, is operated with a control unit 1, which has a knock sensor evaluation circuit 2, a microprocessor 3, an analog-digital converter 4 and an ignition output stage 5.
  • One or more knock sensors 6 are present on the engine block of the internal combustion engine and are connected to the knock sensor evaluation circuit 2.
  • the knock sensor evaluation circuit 2 is connected to the microprocessor 3 via an analog-to-digital converter 4.
  • the detected parameters of the internal combustion engine are also passed to the microprocessor 3. For example, the load L, which is determined, for example, from the throttle valve angle position or the intake manifold pressure, the speed n and the temperature T are fed to the microprocessor.
  • the knock signal KS detected by the knock sensor which represents the engine noise, is fed to the knock sensor evaluation circuit 2.
  • this evaluation circuit 2 it is determined, for example by comparison with a reference value, whether knocking K has occurred. If knocking K occurs, the ignition angle is adjusted in the late direction and the ignition angle is subsequently returned in the early direction, which corresponds to an approximation to the ignition angle output by the map.
  • This knock control with the necessary ignition angle adjustment is done by the microprocessor 3 made.
  • This microprocessor calculates a map ignition angle from the available operating parameters, which is acted upon by an adaptive ignition angle adjustment ⁇ after knocking.
  • An adaptation map as shown in FIG. 2, is stored in the microprocessor 3. This adaptation map is divided into individual operating areas depending on the load L and the speed n. A precise description of this adaptation map can be found in the document DE-OS 40 08 170 already cited at the beginning.
  • an internal combustion engine begins to work in operating area I.
  • An ignition angle ⁇ KF is thus output by the control unit on the basis of the current operating parameters, ie the ignition angle is determined from a map which spans, for example, the speed and the load.
  • a knock K is detected during operation in operating area I.
  • the ignition angle Um ⁇ is thus adjusted in the late direction.
  • the ignition angle is then gradually returned in the early direction, which is intended to approximate the map ignition angle. This feedback takes place until another knock K occurs or until the map ignition angle is reached.
  • another knock K occurs during operation in area I, as a result of which the ignition angle is retarded again.
  • an ignition angle ZW SP for this operating area is stored in a memory of microprocessor 3 and when starting again, this operating area is used as the start value provided for the ignition.
  • this is not the last Output ignition angle ZWe stored, but an ignition retardation value representing the operation in this map area, for example the arithmetic mean or a retardation value adjusted with a low-pass filter ZW SP, new (1-1 / N) .ZW SP, new + 1 / Nx ⁇ Z, current , saved for this operating area.
  • Analogous to storing the arithmetic mean can also the geometric mean the root mean square or the harmonic mean the ignition angle retardation values, are saved during operation in an area when leaving this area as a starting value when changing again to this area.
  • this stored ignition angle ZW sp is output as the starting value and is gradually adapted in the direction of the ignition angle.
  • knock K reappears, the ignition angle is again adjusted in the late direction, which is then gradually changed in the early direction.

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  • Engineering & Computer Science (AREA)
  • Signal Processing (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé de réglage adaptatif du cliquetis d'un moteur à combustion interne, qui sert à régler le cycle de came d'un moteur à combustion interne dans le sens 'retard' lorsqu'il commence à cliqueter et ensuite à le régler dans le sens 'avance'. Le moteur à combustion interne doit simultanément présenter des plages de fonctionnement subdivisées dans lesquelles une valeur de réglage dans le sens 'retard' du cycle de came, détectée dans une plage pendant le fonctionnement est toujours mémorisée lorsque ladite plage est abandonnée. Il s'agit notamment de mémoriser une valeur moyenne de tous les cycles de came détectés dans une plage ou une valeur de retardement fournie au moyen d'un passe-bas numérique.

Claims (6)

  1. Procédé de régulation adaptatif du cliquetis dans un moteur à combustion interne, selon lequel
    - sur la base des paramètres de fonctionnement détectés, à partir d'un champ de caractéristiques, on sélectionne un angle d'allumage pour le fonctionnement du moteur à combustion interne,
    - à l'arrivée de cliquetis dans un cylindre, on règle l'angle d'allumage de ce cylindre dans le sens du retard,
    - puis, s'il n'y a pas de cliquetis, on retourne l'angle d'allumage dans le sens d'allumage du champ de caractéristiques,
    - la plage de fonctionnement du moteur à combustion interne est subdivisée en différentes zones dépendant des paramètres de fonctionnement,
    - et en quittant une zone, on forme et on enregistre une valeur de réglage dans le sens du retard de l'angle d'allumage représentant le fonctionnement dans cette zone, en formant cette valeur à partir des valeurs de réglage dans le sens du retard de l'angle d'allumage produites à partir du dernier changement dans cette zone ,
    - et lors d'un nouveau changement dans cette zone, on utilise cette valeur comme valeur initiale pour le fonctionnement du moteur à combustion interne, valeur, qui s'il n'y a pas de cliquetis est rappelée dans le sens de l'angle d'allumage du champ de caractéristiques,
    - pour un changement de zone, on active une limitation de la variation de l'angle d'allumage, et
    - en cas de dépassement de cette limitation de la variation de l'angle d'allumage, la valeur de réglage de l'angle d'allumage dans le sens du retard pour cette zone que l'on vient de quitter est utilisée dans plusieurs petits pas comme valeur de réglage de l'angle d'allumage dans le sens du retard enregistrée pour la nouvelle zone.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    la valeur enregistrée de réglage de l'angle d'allumage dans le sens du retard, est la valeur de réglage dans le sens du retard asservie par un filtre passe bas pour la plage respective : ZWPP,nouv = (1-1/N) . ZWSP,nouv + 1/NΔαZ,actuelle, dans laquelle ΔαZ représente un réglage de l'angle d'allumage dans le sens du retard.
  3. Procédé selon la revendication 1,
    caractérisé en ce que
    la valeur de réglage de l'angle d'allumage dans le sens du retard est la valeur moyenne arithmétique
    Figure imgb0014
     de toutes les valeurs de réglage dans le sens du retard de l'angle d'allumage produites depuis le dernier changement dans cette zone pour cette zone.
  4. Procédé selon la revendication 1,
    caractérisé en ce que
    la valeur de réglage dans le sens du retard de l'angle d'allumage, mise en mémoire est la valeur moyenne géométrique
    Figure imgb0015
     de toutes les valeurs de réglage dans le sens du retard de l'angle d'allumage produites dans cette zone depuis le dernier changement, pour la zone respective.
  5. Procédé selon la revendication 1,
    caractérisé en ce que
    la valeur de réglage de l'angle d'allumage dans le sens du retard mise en mémoire est la valeur moyenne quadratique
    Figure imgb0016
    de toutes les valeurs de réglage de l'angle d'allumage dans le sens du retard produites dans cette zone depuis le dernier changement pour cette zone.
  6. Procédé selon la revendication 1,
    caractérisé en ce que
    la valeur de réglage de l'angle d'allumage dans le sens du retard mise en mémoire est la valeur moyenne harmonique
    Figure imgb0017
    de toutes les valeurs de réglage de l'angle d'allumage dans le sens du retard produites dans cette zone depuis le dernier changement pour cette zone.
EP94900751A 1993-01-09 1993-12-04 Procede de reglage adaptatif du cliquetis d'un moteur a combustion interne Expired - Lifetime EP0678163B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4300406A DE4300406A1 (de) 1993-01-09 1993-01-09 Verfahren zur adaptiven Klopfregelung einer Brennkraftmaschine
DE4300406 1993-01-09
PCT/DE1993/001154 WO1994016213A1 (fr) 1993-01-09 1993-12-04 Procede de reglage adaptatif du cliquetis d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP0678163A1 EP0678163A1 (fr) 1995-10-25
EP0678163B1 true EP0678163B1 (fr) 1997-08-27

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EP94900751A Expired - Lifetime EP0678163B1 (fr) 1993-01-09 1993-12-04 Procede de reglage adaptatif du cliquetis d'un moteur a combustion interne

Country Status (6)

Country Link
US (1) US5645034A (fr)
EP (1) EP0678163B1 (fr)
JP (1) JPH08505198A (fr)
KR (1) KR100261931B1 (fr)
DE (2) DE4300406A1 (fr)
WO (1) WO1994016213A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE19506272B4 (de) * 1995-02-23 2006-04-13 Adam Opel Ag Verfahren zur Klopfregelung eines Verbrennungsmotors
DE19532504A1 (de) * 1995-09-02 1997-03-06 Bosch Gmbh Robert Verfahren zur Klopfregelung einer Brennkraftmaschine
DE19539171C2 (de) * 1995-10-20 1998-08-06 Bayerische Motoren Werke Ag Klopfregelung für eine fremdgezündete Brennkraftmaschine
JPH09209814A (ja) * 1996-02-05 1997-08-12 Unisia Jecs Corp 内燃機関の制御装置
DE19605407C2 (de) * 1996-02-14 1999-08-05 Bosch Gmbh Robert Verfahren zur Bestimmung des Zündwinkels für eine Brennkraftmaschine mit adaptiver Klopfregelung
DE19740365A1 (de) * 1997-09-13 1999-03-18 Bosch Gmbh Robert Verfahren zur Bestimmung des Zündwinkels in Zündanlagen für Brennkraftmaschinen
US6247448B1 (en) 1999-05-17 2001-06-19 Ford Global Technologies, Inc. Closed loop spark control method and system utilizing a combustion event sensor to determine borderline knock
FR2796907A1 (fr) * 1999-07-26 2001-02-02 Patrick Thomas Dispositif electronique permettant d'empecher l'utilisation de vehicules a moteur a explosions ne respectant pas les normes de bruit
DE10026755A1 (de) * 2000-05-30 2001-12-06 Bosch Gmbh Robert Verfahren zur Klopfregelung eines Verbrennungsmotors insbesondere eines Fahrzeugs
DE10051974A1 (de) * 2000-10-20 2002-05-02 Bosch Gmbh Robert Verfahren zur Klopfregelung einer Brennkraftmaschine und entsprechende Vorrichtung
US6763297B1 (en) * 2003-06-13 2004-07-13 General Motors Corporation Displacement on demand spark knock detection
DE10330615B4 (de) * 2003-07-07 2016-07-07 Robert Bosch Gmbh Vorrichtung und Verfahren zur Klopfregelung einer Brennkraftmaschine
US6845312B1 (en) 2003-08-14 2005-01-18 Brunswick Corporation Method for detecting engine knock
DE10360201A1 (de) * 2003-12-20 2005-07-21 Robert Bosch Gmbh Verfahren zur Berechnung eines Zündwinkels einer Brennkraftmaschine
DE102014102326A1 (de) * 2014-02-24 2015-08-27 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Durchführen einer Klopfregelung für Verbrennungen einer Brennkraftmaschine
CN110878718B (zh) * 2019-12-31 2022-04-19 广西玉柴机器股份有限公司 一种天然气发动机的爆震控制方法

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JP2784664B2 (ja) * 1989-06-09 1998-08-06 富士重工業株式会社 点火時期学習制御方法
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Also Published As

Publication number Publication date
JPH08505198A (ja) 1996-06-04
DE4300406A1 (de) 1994-07-14
KR100261931B1 (ko) 2000-07-15
KR960700410A (ko) 1996-01-20
US5645034A (en) 1997-07-08
DE59307224D1 (de) 1997-10-02
EP0678163A1 (fr) 1995-10-25
WO1994016213A1 (fr) 1994-07-21

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